Explosion-engine governor.



PATENTED SEPT. 25, 1906.

H. 0. TEEL.

EXPLOSION ENGINE GOVERNOR.

APPLICATION FILED MAY 13,1006.

' w mgim No. 831,576. PATENTED SEPT. 25, 1966.

H. G. TEEL.

EXPLOSION ENGINE GOVERNOR. rrrrrrrrrrrrrrrrrrrrrrrrr a.

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No. 831,576. PATENTED SEPT. 25 1906.

H. G. TREE. EXPLOSION ENGINEGOVERNOR.

APPLIOATION FILED HAY 13.1905.

3 SHEETS-SHEET 3.

14/! T/YE-SS Eds? fql qy c T UNITED srA rns PATENT OFFICE.

HENRY U. FEEL, OF LANSING. MHJHIGAN, ASSIGNOR 'l"( OLDS GASO- LINE ENGINE WORKS, OF LANSING, MlGIl OF MlCl-l iii A N.

IU AN. A CORPORATION EXPLO$lON-ENGlNE GOVERNOR- sesame.

Specification of Letters latent.

Patented Sept. 25, 1906.

Application filed May 13,1905. Serial No. 260,322.

Tea/Lt whom it may concern:

Be it known that l, HENRY (I TEEL, a with zen oi the United States, residing at lensing, in. the county of lnglmln and State of Mirlii" gen, have invented v rmin new and useful Improvements in llxplmion-l lnglne Governors, of which the l'ollowii'ig is a s n-cilicutioin reference being hud therein to the serum-- pnnying drawings.

The invention rotates to governors, and is more particularly designed for use in lfOIl'llOCr tion with engines of 1h internnl-eijnnhustion type.

in the present stcl. t1: 1 i the art the eonnn'on form of governor used in connection with ex IllUSlOll-GIlglllES is what is generally known as the "hit or miss," and which governs the speed of the engine by the prevention of we plosions where the speed is excessive. \Vith u certain class of governors this is uncomplished by locking the valves of the engine, the looking being eilocted uaon abnormal speed by the action of it oeutri gel governor. An objection to such constructions is that if at any time the governor breaks or fails to operate the engine will race. With the present invention this defect is overcome by providing an autonmtie lock for the valves and menus for releasing this lock u on the normal operation of tie on ine. .hus so lon as the engine is in norms operation the 100 is inefi'ective, but any abnormal s eed will at once permit of the operation o the lock and will consequently control the on gine. v

In the drawings Figure i is a side elevation of the governing mechanism. Fig. 2 is a plan view thereof. Fig. 3 is on enlarged section on line at 11', Fig 2; and Fig. 4 is a. plan view of an engine, showing the location of the governing meehenism.

As shown, A is the engine-shaft; B, the bearing-box for the shaft; B, the fly-wheel of an explosion-engine, and C is the valve- 0 emtin rod which is driven from the enend-0f the valverod C is secured. As the particular construction of the engine is unmaberial to the invention I shall not further describe the same.

in the normal operation of the engine the rum 1) will cause the forward movement of Il(('l('(i therein, the return movement heing ell'vvled lay the spring or :myotln-r suitable nwm'is. (No! shown.) Win-n, however, an txplosion is in he omitted, the velvwrod is prevented l'rom return movement by a. looking mcelnmism ol' the lollmving rmlstruetion:

F is an nrm forming an extension of the rock-mm E beyond its pivotal minivtrtitm (1 ol' the valve-rod U is :1 block seeui'ed to this nrm l and provided on its upper love with on undercut shoulder ll.

1 is u lutchnrm for engaging with the shoulder ll, said lutrh-urm being eonnected to n rock-shalt J, which is join-nailed ill a. bracket K on a stationary arm l1, forming it part of the engine-easing.

M is a. spring rocking the shalt J, so as to throw the hitch i. into engagement with the shoulder ll.

N u rock-nrn1 extending from the rockshaft J into the path of n. rum (3, carried by the lly-wheel B. This cum at the end of the level i is pivotully connected to the [lywheel and is normally held in position to no tualte the rock-arm N by a spring The opposite end of the lever P is provided with a weight It, which is thrown outward hy cenwheel, the arrangement being such that an excessive speed of the engine will eause the rocking of the lover I, so as to withdraw the com 0 from the path of the rock-arm N.

With the arrangement just described the tension of the s wing M will rock the shaft J so as to hold t ie lotch I in the mth of the shoulder ll on the block G, and thus the engagement of this shoulder with the latch will arrest the movement of the arm F and revent the return of the valve-rod C on its actuating-arm E. Such a result is, however, normally ircvent-crl by the operation of the com 0, which in each revolution of the hywheel actuotes the rocl -urm N so as to rock the shaft J and lift the latch I, and this operetion is so timed as to occur in advance of the return movement of the rod C. Thus in the normal operation of the engine the latch I will not renguge with the shoulder H and L the movement of the red C ispermitted. ()n

the roclenrm l and the valve-rod C, eontrifugul action during the rotution of the lly- V the other hand, whenever the speed of the iiy-wheel is abnormal centrifugal action will cause a further outward movement of the weight R, which will rock the lever P and withdraw the cam 0 from the path of the rock-arm N. When this occurs, the latch 1 will engage with the shoulder ll, and the valve-rod (7 will remain locked until a decrease in the speed of the engine will again restore the operation of the earn 0.

The rock-arm N is preferably formed of a s )ring-har, so that the shock of the impact of t e cam 0 will not he transmitted to the rockshaft and latch. The amount of movement of this rock arm is of course dependent upon the position of the cam O, which varies at difi'erent speeds of the engine, and the greatest throw of said can: is when the engine is running at lowest speed. To prevent excessive movement of the latch 1,1111 adjustahle stop S is preferahly arranged as shown, and by means of this the sensitlveness of the governor and the speed at which it 0 )erates may he adjusted. The latch I is preierahly connected to the rock-shaft by seatin it upon a chair T, mounted on the rock-she t J, and a spring U, hearing on the latch-surface to hold it'to its seat.

It will he understood that any failure in the operation of the governor-such, for instance, as the breaking of the spring Qwill have the eil'cet of immediately locking the valve-rod and stopping the engine.

What I claim as my invention is 1. The combination with a valve-aetuating reeiprocatory rod, of a rock-arm to which said rod is connected, a latch for engaging said. reek-arm to arrest movement thereof, a rock-shaft for tilting said latch and an actuating roek-arni for said rock-shaft, a lever pivoted to a rotating part of the engine, a cam on said lever for cooperating with said rock-arm and rock-shaft to tilt said latch, centrifugal actuating means for said lever, and a counteracting s ring therefor.

2. In an engine, t e combination with a. valve operating red, at rock arm secured thereto and a cam for actuating said reekarm, of an extension on said rock-arm having a shoulder thereon, a rock-shaft, a latch mounted thereon, a spring adapted to move said latch into engagement with said shoulder, a s vwing-arm on said rock-shaft, a cen-- trifugal y operated cam pivoted on a retating part of the engine andarranged to engage said spring-arm to withdraw said latch from engagement with said shoulder, and a. spring arranged to withdraw said cam from t ie path of said spring-arm, for the purpose described. i

In testimony whereof I affix my signature in presence of two witnesses.

HENRY C. TEEL.

Witnesses:

JAS. B. SEAGER, WILL. G. THOMAS. 

